Railway-traffic-controlling apparatus



Dec. 25, 1923. L478fi7 R. A. MCCANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 15 1919 4 Sheets-Sheet 1 INVENTOR.

jzy MAM a-waw Dec. 25, 15923. 1,47,66?

R. A. M cANN RAILWAY TRAFFIC CONTROLLING APPARATUS 4 Sheets-Sheet 2 Filed July 15. 1919 Pole Changer Q reversy Wizi/e JZIQIZCZ] S 413' befweezz Proceed and 43 mum-on.

Pole Changer Q reverses While Jzfqnal S is befween Caazzbn arm Sign.

25, 1923; Kai/478,66?

R. A. MCCANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 15, 1919 4 Sheets-Sheet 5 R. A. M cANN RAILWAY'TRAFFIC CONTROLLING APPARATUS Filed July 15. 1919 4 Sheets-Sheet 4 teaser NT .rcs. I

Patented Dec. 25, 1923.

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RONALD A. MGCANN', or SWISSVALE, PENNSYLVANIA, nssionon To THE Union 1 swrron & SIGNAL" COMPANY, or swrssv'A-Ln, re, A CORPORATION or rnnnsyn- VQJNIA z RAILWAY-TRAFFIG-CONTROLLING arrsnnrus Application filed July 15,1919. SeriaI No. 311,015I I To (4Z2 whomitmay concern: nals S, S S and S, whiletraflic along Be it known that I, RO ALD A. MoCA'NN, citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented cer- As here shown, each signal islocated adja cent the. junction of two track sections, al-

tain new and useful Improvements in Ran -though this exact location is notessential.

ltach signal is of the three-position type, ar-

ranged to-1nd1cate-=Stop, Caution and way-Trailic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway trafliccontrolling systems, and particularly'to' systems of'the'type comprisingitrafiic con trolling devices, such for'example as ramps, located at intervals in the trackway and each arranged 'to co-operate 'With-train carried governing apparatus tocause one of a plurality of different indications aboard the train according to the electricalcondition- 'f the trackway device. More specifically, my invention relates to trackway apparatus for systems ofthis character suitable for use on stretches of single track over which trailie moves inboth directions.

1 will describe one form of trackway apparatus embodying my invention, and will then point out the novel ieaturesthereof in claims.

Proceed.

the signal which it controls.

circuit and a proceed circuit. Referring particularly to signal S the caution circuit 1s from one terminal 13 of a suitable source '14: of relay A wire 15, operating'mechanism relay A to the other terminal C of the same source of current. The proceed circuit is from terminal B through the front point of contact 14, wire'18, polarizedcontact 1901 relay A wire 20, and theneeas before to terminal 0. It will be seen that this proln the accompanying-drawings, Figs. 1*, ceed circuit is closed only when relay A 1' l and 1 are diagrannntic views showing is energized in such direction as to close one form of trackway apparatusembodying contact 19, which directionl will term the my invention, it being understood-that awnormal energization 'of'this relay.

complete system is formed by placing these 7 The control circuits for each of the signals are'siinilar to'those for'si gna-l S and hence fl-REVS together end to end in the order they need not betraced in detail herein.

named.

Referring to the drawings, the reference characters 2 and 2 designate the track rails of a single track over which traflic "moves in both directions. The stretch of track here shown includes one passingsiding Zr-and part of another passing siding H. The rails are divided by insulated joints 3 into a plu of track sections 4 56, and each sect-ion is provided with a track circuit comprising a t-rack battery the rails of the section, and one Or'mOre track relays each of which is designated by the reference character T with a suitable exponent. In the case of each section exceptsection 9-10, a track battery is located at one end the section and a track relay at the other; the tracl'rcircuit for section 9'--10 is arranged with a track battery at the mid. (lie of the section and two track relays T and T one at each end.

Traffic along the stretch from west to east governed by a plurality of roadside siged with a circuit which passes from termi- .T wire 26, contact 27- oftrack relay wire 28, winding of relay A common Wire nal C of the same source of current.

T and T and by the line relay A for signals". i

Line relay A is controlled by track relays; T T T and T and by a polechanger Q or a pole-changer Q according as a relay 1 4 is ole-energized or energized.

by signal 8*, and these pole-changers operate in the manner set forth in thelegend applied to Fig. 1 of the drawing. VVhen the stretch'froin east to-west is governed i by a plurality of signals S S S and S K Each, signal S is controlledby a line relay WlllCll is designated by the reference character A with the same exponent/as that of Each signal-is provided with a caution .of current, through front point of contact of signal Sflwire l6, and contact 17* of "The line relay A for signal S is providnal B (see Fig. 1).of asuitable source of current, through a pole-changer-P operated.

by sig'nalSflwires 21 and 22, contact 23 of relay A wire 24, contact 25 of track relay Pole-changers Q and Q? are both controlled relay M is de-energized, the circuit for re-- I 0, Wire 30 and -'pole-changer-P to the terini- This circuit, then, is controlled-by track relays l i-U lay A is from terminal 13 of a suitable source of current through pole-changer Q, wire 31, back contact 32 of relay Mfiavim 33 contact 34 of track relay T, wire 35, contact 36 of track relay T wire 37, contact 38 of track relay T wire39, contact 40 of track relay T wire 41, relay A common wire O, back contact 42 of relay M wire 43, and pole-changer Q/ to terminal G of the same source of current. Whenrelay M is energized, the circuit for relay A is the same as that just traced, except that it includes the front points'of contacts 32 and 42 of relay M Wires 76 and 77, and polechanger Q instead of pole-changer Q.

Relay A which controls signal S is provided with a circuit which passeslrom terminal B of a suitable source of current through pole-changer P (see Fig. 1") operated by signal S wire 58, contact 59 of track relay T, wire 60, contact 61 of track relay T wire 62, contact 63 of track relay T wire 64, winding of relay A, common Wire 0, wire 78, and pole-changer P to terminal C of the same source of current.

Relay A yfor signal S is controlled by apparatus in the stretch of track, (not shown) lying to the west oi siding G, in the same manner as relay A is controlled by the apparatus in the stretch between sidings G and H. I

The circuit for line relayA is provided with a branch around contact 23 of line relay r which branch is from wire 21, through wire 44, contact 45 of an auxiliary relay X and wire 46 to wire 24. Relay X is provided with a pick-up circuit which passes from terminal B, through contact 47-4'. operated'by signal S, wire 48, back contact 49 of track relay T wires 50 and 51, i

and winding of relay X to terminal C. Inasmuch as contact 4747 is closed only when signal S in proceed or the caution position, it follows that this relay can be energized only while a westbound train is passing along the track. Relay X is provided with a holding circuit which passes from terminal B, throughback contact 52 of track relay T ,wire 53, wire 54, contact 55 of relay X, wires 56 and 51, and winding 0t relay X to terminal C. This holding circuit is provided with a branch around contact 52 of track relay T which branch is tromterminal B, through contact 47 47 and wire 57 to wire 54. Inasmuch as contact 4747 is closed while signal S is in the. stop position, it follows that when aux iliary relay X has oncebecome energized, it will remain energized as long as signal S indicates stop. v

Each of the other auxiliary relays X is controlled in the same manner as relay X Relay Mi is'provided with a pick-up cir-' cuit which passes from terminal B of a rection because A causes relay suitable source of current (adjacent signal S through wire 65, contact 66 operated by signal 8*, wire 67 back contact 68 of line relay A, polarized contact 69 of relay A, wires 70 and to terminal C of the same source'of current. Contact 66 is closed momenta-rily while signal S is between the caution and'the stop positions. It will be seen, therefore, that relay M is energized when a train movingtoward the west enters track section 6-7, provided that relay A is normal, because contacts 66 and 68' are then closed simultaneously and contact 69 remains closed, but is not energized when a train passes over the track in the opposite dicontact 69 is then opened before 66 and 68 close. This relay is provided with a holding circuit which passes from terminal B, through wire 65, contact 72, wire 73,contact 74 ofrelay M wires 75 and 71, and winding of relay l\/[ to 71, and winding of relay M terminal C. This circuit is closed as long as signal S indicates stop or caution, but is opened when the signal indicates proceed.

The operation of the westbound signals is as follows:

When a train moving toward the east passes the point in the stretch west of siding G corresponding to point 7, itwill cause signal S to move to the stop position. The consequent reversal of pole-changer P causes line relay A to reverse, whereupon signal S moves to the caution position. This movement of signal S reverses polechanger Q and since relay A is now controlled by this pole-changer, this relay reverses, so that signal SG'IHQVBS to the cautionposition. Signal S remains in the proceed position. 7 I V Y 7 As the eastbound train passes point 4 it opens the circuit for relay A at contact 59 V of track relay T, so that signal S moves to the stop. position, but this does not affect signals S and S When the'train passes signal 8*, it opens the circuit for relay A at track relay T so that signal S? moves to the stop position. The opening of relay to be opened so that signal S moves, to the stop'position. When the entire train has passed-signal S, this signal returns to the proceed position, pro vided that it is not aiiectedby a second train to the west of this signal. When the train passes signal S", this signal likewise returns 'to the proceed position, and when the train passes signal S a similar operation occurs. When a westbound 13111111 passes signal S it, of course, places this signal at stop,

and when the train passes signal S the stop position.

' latter signal isalso caused to move to tne Y As this train passes signal j SF, it'causes relay X to become energized, so that after the rear of the train hasv passed out of; section 1011, line relay A? becomes energized in the reverse direction, whereupon signal s moves; to-the caution position. As the train passes'signal S it causes this signal to assume the stop position, and causes relay M? to become energized. Signal S then returns to the caution position and signal S returns to the proceed position. As the train passes signal SF, this signal assumes the stop position and after the train passes out of section 45' signal S returns to the caution position. Relay A now being under the control of pole changer Q this relay becomes energized in the normal direction, so that signal S returns to the proceed position. 'VVhen the train passes the signal to the west ofsignal S signal S returns to the caution position, so that signal 8* returns to the proceed position. The signals governing traffic froniwest to east, are controlled in exactly the same manner I as those governing traflic from east to west, and, consequently, a detailed explanation or" the control and operation of the eastbound signals is not necessary. I

Located in the rear of each signal are two trafiic controlling devices which, as here shown, are in the form of ramps, and will hereinafter be referred to as such. The two ramps immediately in the rear of each signal are designated by the reference characters C and'D with suitable exponents, and may be termed the home and distant ramps respectively. The reference character C for each home ramp is provided with the same exponent as that of the adjacent signal because, as will appear hereinafter, this ramp is normally controlled directly by this signal. The reference character l) for each distant ramp is provided with the same exponent as that of the signal-next in advance of the adjacent signal because, as will appear hereinafter, this ramp is normally controlled in accordance with the indication given by such signal in advance.

The control of the ramps is as followsz The supply of currentto each home ramp is governed by a ramp relay which .is designated by the reference character E with the same exponent as that applied to the corresponding ramp. Each of these relays {see E armature contact 79 and a polar armature contact 80, and the control of the ramp is such that the ramp is energized. by current of normal or reverse polarity according as the relay is energized in normal or reverse direction. Considering ramp C for example, when the corresponding relay E is energized in normal direction, the circuit for this ramp is from positive-terminal of battery 81, through contact 80, contact 79, ramp C thence through the governing apparatus on the train to track rail 2, and then through wire 82'to the middle point 84, winding of relay E wire 85, and co and E comprises ahneutral.

of battery 81. When relay is energized in the reverse direction, the circuit is the same except that the negative terminal of battery 81 is connected with the ramp.

The controlling circuits for each ramp C and D are the same as thosejust pointed out for ramp C The relay E for each home ramp Cis normally controlled by a contact J operated. by the adjacent signal, which contact is closed when the signal indicates proceed or caution, but open when the signal ii 'cates stop. Consideringrelay E for example, the normal controlling circuit is from terminal B of a. suitable source of current, through contact J operated by signal S,

wires 83 and 8t, winding of relay E", wire 85, and common wire 0, to terminal C of the same source of current. The polarity of the current thus supplied to relay E is normal, so that this relay is energized by current of normal polarity when signal S. indicates proceed or caution, but so far the circuit thus far tracer is concerned, the relay is de-energized when signal S indivcates stop.

The circuit for relay E is provided witi a branch around contact J of signal S, which branch is closed when auxiliary relay X5 corresponding to the opposing signal S, is energized. The circuit for relay E is then from terminal B, through polechanger (see Fig. l wire 31. back point ofcontact of relay M wire contact 34, of track relay T*, wire 35 wire 86, contact 8? of relay X, wire 88, wire mon wire 0 to terminal C of the e source of current. Under this condition it will be seen that ramp by traiiic conditions to the ramp instead of by trai'fic conditions to the east. It will be observed that auxil' y relay 'X is energized by a train H1... toward the west. "The reason west of this for this alternative control of ramp C will be pointed out hereinafter.

Relay F which controls the distant ramp D is normally controlled by line relay A), the circuit being from the positive terminal of a battery (Fig. 1 through polar contact of relay A wire 89, contact 68, wire 90, back point of contact 91 of auxiliary rela X wire 92 rela F wire 93 coma a J a a mon'wire O and wire 96 to the middle point of battery 95. l fhen relay A is energized in normal direction, relay F energized insuch direction as to supply current of normal polarity to ramp D but when relay A is reversed, contact 100 is shifted to the negative terminal of battery 95, whereby relay F is also reversed so that current of reverse polarity is supplied to ramp D When relay A is open, relay F is also open so that the ramp is de-energized.

&

The circuit for ramprelay F is provided with a branch around the contacts of relay A which branch is closedwhen auxiliary relay X is closed. The circuit for relay F is then from terminal B through polechanger P (Fig. 1), wire 58, contact 59 of track relay T, wire 60, contact 61 of track relay T wire 62, wire 94L, front point of contact 91 of auxiliary relay X wire 92, relay F wire 93, and common wire to terminal C. W hen relay X is energized,

then, that is, when a train passes signal S- moving toward the west, ramp D is placed under the control of traffic conditions to the west of the ramp.

The control. of each of the ramp relays is the same as the control of relays E and F, except in the case of relays E and E Relay-E is normally controlled by contact J operated by signal S*, but when auxiliary relay becomes energized the ramp relay E is placed under the control of line relay A. Similarly, ramp relay E is normally controlled by cont-act J of signal, but is placed under the control of line relay A when auxiliary relay X becomes energized.

Before explaining the operation of the ramps it should be pointed out that the trackway apparatus herein shown is intended for co-operation with traincarried apparatus, arranged as follows: Each loco-' motive is equipped with two contact shoes,

' one on each side, so that as the locomotive passes along the track, the train governing apparatus is affected by each ramp regardless of the side'of the track on which the ramp is located and regardless of whether the locomotive is moving forward or back ward. When the locomotive passes over a ramp which is energized by current of normal polarity, the train governing apparatus is affected topermit the trainto travel at'full speed, such, for example, as miles per hour, until a different indication is received from the trackway. When the locomotive passes over a ramp which is energized by current of reverse polarity, the train governing apparatus is affected to re duce the speed of the train to 35 miles per hour and to prevent subsequent increase of speed above thisvalue until a new indication is received from the trackway. When the 10- comotive passes over a ramp which is deener- .gized, the train governing apparatus is affected to bring. the train to a full stop and to prevent subsequent progress of the train until suitable action is taken by the engineer after the train has come to rest. The train may then proceed at a speed not exceeding a low value, such as 10 miles per hour, until a new indication is received from the trackway. V

The operation of the apparatus in so far as the ramps are concerned, is as follows:

I will first assume that the stretch of track here shown is unoccupied and that an eastbound tra-in enters this stretch. The train,

will receive a full speed or proceed indication at ramp C, because signal S is in the proceed position. A similar indication will be received at ramp D because linerelay A is energized in the normal direction.

Auxiliary relay X becomes energized as the train enters section t-5, so that ramp D is placed under the control of track relays T and T and pole-changer 1. This ramp is, consequently, I energized by current V of normal polarity, so that it gives a proceed V or full speed indication when it is passed by the train. Ramp C is under the control of the same elements as ramp D for the same reason,-that is, for the reason that auxiliary relay X is energized, and, consequently, the

a train receives a proceed on full speed indication when it passes over this ramp. At ramp C a full speed indication is received, because this ramp is under the control of signal-operated contact J and signalS is in the proceed position. 1 Similarly, at ramp D a full speed indication is received, because line relay A is energized in normal direction.

The operation ofthe apparatus during the passage of this train through the remainder of the stretch will be clearfrom the foregoing without further explanation.

I will now assume that track section 8-9 is occupied by an eastbound train which is at rest or is moving very slowly, and that a following eastbound train enters the stretch of track shown in the drawings. Line relay A is now .de-energized, so that signal S is in the stopposition, and line relay A is energized in the reverse direction, so that signal S is in the caution position. At ramp C the train receives a full speed indication,

indication isagain received at ramp G for the same reason. At ramp C a stop indication is received, because the circuit for ramp relay E is now open at contact J due to the fact that signal S 1 is in the. stop position. The train will, therefore, be brought to a stop before reaching sig nal 8*, but may-again proceed atlow speed after suitable action on the part of the engineer.

I will next assume that the first train passes out of section 8-9into section 9-40 while the second train is between ramps C and D t will be remembered that the second train received a stop-indication at ramp C due to the fact that signal S was in the stopposition, so that contact J was open. The movement ofthe first train past signal S however, permits relay A to be come energized in the reverse direction, so that signal S returns to the caution position. It would, of course, be unnecessary and un desirable to give the second train a stop indication at ramp .D under these circumstances. Ramp D is now energized by current of reverse polarity, because the circuit for-relay F is closed at contact 68 of relay A ,.contact100 of this relaybeing, of course, in the reverse position. The result is that a medium speed indication is received at ramp D A similar indication is received at ramp D and again at rampCfl but a stop indication-is received at ramp C for reasons which will be apparent from the foregoing explanation.

I will now'assume that a westbound train passes signal's and that immediately there after an eastbound train passes point 4.

The westbound train willplace signal S at 7 stop, so that the eastbound train will receive a caution indication at ramp D and the same indication again at ramp D". At ramp 0 however, the eastbound train will receive a stop indication, because the circuit for relay E for this ramp s open at contact J 3 of signal 8 The eastboundtrain will, consequently, be brought to a stop before reaching signal S.

The operation of the apparatus during other conditions of train movements will be understood from theforegoing discussion.

Although I have herein shown and described only one form of trackway apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track, signals located at intervals for governing traflic in one direction through said stretch, other signals located atintervals for governing traflic in the other direction through said stretch, a line relay for each signal, track circuits for the stretchincluding track relays for controlling said line relays, means for controlling each line relay by the line relay for the signal next in advance governing traffic in the same direction, an auxiliary relay for'each signal for removing the corresponding line relay from,

' its control of the line relay in the rear, means for energizing each auxiliary; relay when a tram passes the correspondlng signal moving inflthe dlrect on in which such signal governs "trafic" and. for keeping theauxiliary relay the auxiliary relay for an adjacent opposing signal, and an auxiliary circuit for each device controlled by a front contact of the last-mentioned auxiliary relay and by means located in the rear of the signal corresponding to the device.

2. In combination, a stretch of railway track, signals located at intervals for governing trafiic in one direction through said stretch, other signals located at intervals for governing traffic in the other direction through said stretch, a line relay for each signal, track circuits for the stretch-including track relays for controlling said line relays, means for controlling each line relay by the line relay for the signal next in advance governing tratlic in the same direction, an auxiliary relay for each signal for removing the corresponding line relay from its control of the line relay in the rear, means for energizing each auxiliary relay when atrain passes the corresponding signal moving in the direction in which such signal governs traffic andfor keeping the auxiliary relay energized as long as such signal indicates stop, a traffic controlling device adjacent each signal, a relay F for each device, a main circuit for each relay F controlled by the line relay for the corresponding signal and by a back contact of the auxiliary relay for an adjacent opposing signal, and an auxiliary circuit for each relay F controlled by a front contact of the 1ast-mentioned auxiliary relay and by means located in the rear of the signal corresponding to the device which such relay controls.

. 3. In combination, a stretch of railway track, signals located at intervals for governing tratficin one direction through said stretch, other signals located at intervals for governing traflic in the other direction through said stretch, a line relay for each signal, track circuits for the stretch including track relays for controlling said line relays, means for controlling each line relay by the linerelay for the signal next in advance governing traflic in the same direction, an auxiliary relay for each signal for removing the corresponding line relay from its control of the line relay in the rear, means for energizing each auxiliary relay when a train passes the corresponding signal moving in the direction in which such signal governs trafi ic and for keeping the auxiliary relay energized as long as such signal indicates stop, a tratfic controlling device for each signal,a main control circuit for each device governed by the line relay for the corresponding signal, an auxiliary control circuit for each device governed'by means located in the rear of the corresponding signal, and

means for each device for placing the device under control of said main circuit or of said auxiliary circuit according as the auxiliary relay for an adjacent opposing signal is deenergized or energized.

4. In combination, a stretch of railway track, signals located at intervals for governing tralfic in one direction through said stretch, other signals located at intervals for governing traflic in the other direction through said stretch, a line relay for each signal, track circuits for the stretch including track relays for controlling said line auxiliary relay energized as long as such signal indicates stop, a traffic controlling device for each signal, means for normally controlling each device by the line relay for the corresponding signal, and means for each device controlled by the auxiliary relay for an opposing signalfor removing the device from control by said line relay and placing it under control of the line relay for an opposing signal in the rear of the signal corresponding to the device.

5. In combination, astretch of railway track, signals located at intervals for governing traffic in one directionthrough said stretch, other signals located at intervals for governing traflic in the other direction through said stretch, a line relay for each signal, track circuits for the stretch includ ing track relays for controlling said line relays, means for controlling each line relay by the line relay for the signal next in advance governing traffic in the same direction, an auxiliary relay for each signal for removing the corresponding line relay from its control of the line relay in the rear, means for energizing each auxiliary relay when a train passes the correspondin signal moving in the direction in which such signal governs trafiic and for keeping the auxiliary relay energized as long as such signal indicates stop, a traffic controlling device for each signal, means for normally controlling each device, by the line relay for the corresponding signal, andfl means for each device controlled by the auxiliary relay for an adjacent opposing signal and operative when such auxiliary relay is energized toremove the device from control by said line relay and to place it under control of means inthe rear of the signal to whichthe device corresponds.

6. In combination, a stretch of railway track, signals locatedat intervals for governing traiiic in one direction through. said stretch, other signals located at intervals for governing traffic in the other direction through said stretch, a line relay for each signal, track circuits "for the stretch including track relays for controlling said line relays, means-for controlling each line re lay by the line relay for the signal next in advance governing tratiicin the samedirection, an auxiliary relay for each signal for removing the corresponding line relay from its control of the line relay in the rear, means for energizing each auxiliary relay when a train passes the corresponding sig nal moving in the direction in which such signal governstrafiic and for keeping the auxiliary relay energized as long as such signal indicates stop, a traffic controlling device for each signal, meansfli'ornormally controlling each device by the line relay for the corresponding signal, and means for each device controlled by the auxiliary Telay for an adjacent opposing signal and operative when such auxiliary relay is energized to remove the device from control by said line relay.

7. In combination, a stretch of railway track, signals located at intervals foregoverning trafiic in onedirection through said stretch, other signals located at intervals for governing traffic in the other direction through saidstretch, a linerelay for each signal, track circuits for the stretch including track relays for controlling said line relays, means for controlling each line relay by the line relay for the signal next in advance governing traffic in the same direction, an auxiliary relay for each signal for removing the corresponding line relay from its control of the line relay in the rear,

means for energizing each auxiliary relay when a train passes the coflespondingsig nal moving in the direction in which such signals governs traflic and for keeping the auxiliary relay energized as long as such signal indicates stop, a traffic controlling device for each signal, means for normally controlling each device by the line-relay for the corresponding signal, and means for each device controlled by the auxiliary re;-

lay for an adjacent opposingsignal and operative when'such auxiliary relay is energized to remove the device from-control by said line relay, and to place it under control of a track relay which is not opener until a train moving in the direction opposite to that in which the device governs trafiic has passed the device.

8. In combinatiorna stretch of railway track, signals located at intervals for governing trafltic in one direction through said stretch, other signals located at intervals for governing traffic in the other direction lll) through said stretch, a line relay for each signal, track circuits for the stretch includin track relays, a line circuit for each line relay controlled by the track relay or relays between the corresponding signal and the signal next in advance governing traflic in the same direction and by the line relay for e latter signal, an auxiliary relay for each signal for removing the corresponding line relay from its control of the line relay in the rear, means for energizing each auxiliary relay when a train passes the corresponding signal moving in the direction in which such signal governs trallic and for keeping the auxiliary relay energized as long as such signal indicates stop, a traflic controlling device for each signal, means for normally controlling each device by the line relay for the corresponding signal, and means for each device controlled by the auxiliary relay for an adjacent signal governing traflic in the opposite direction and operative when such auxiliary relay is energized to remove the device from control by said line relay and to place it under the control of a portion of the line circuit for the line relay of said adjacent signal.

9. In combination, a section of railway track, a signal located at one end of said section for governing traflic into the section and arranged to indicate stop, caution or proceed, a line relay responsive to reversals or" current for controlling said signal, means for supplying current of normal or reverse polarity to said relay, a track circuit for said section for controlling said relay, two traflic controlling devices adjacent said signal, means for energizing one of said devices by current of normal or reverse polarity according as said line relay is energized in normal or reverse direction and for de-energizing said device when the relay is de-energized, means for energizing the other device when said signal indicates proceed or caution but not when the signal indicates stop, and means controlled by a train in said section moving towards said signal for removing said devices from control by said relay and signal and for placing said devices under control of means in the rear of the devices.

10. In combination, a section of railway track, a signal located at one end of said section for governing trafiic into the section and arranged to indicate stop, caution or proceed, a line relay responsive to reversals of current for controlling said signal, means for supplying current of normal or reverse polarity to said relay, a'track circuit for said section for controlling said relay, two traflic controlling devices adjacent said signal, means for energizing one of said devices by current of normal or reverse polarity according as said line relay is energized in normal or reverse direction and for de-energizing said device when the relay is dc energized, means for energizing the other device when said signal indicates proceed or caution but not when the signal indicates stop, a stick relay, means controlled by said stick relay when energized for removing said devices from control by the line relay and signal and for placing said devices under control of means in the rear of the devices, means controlled by a train in said section moving towards said signal for energizing said stick relay, and means for keeping said relay energized until the train has passed said devices.

11. In combination, two successive traflic controlling devices each normally serving to govern eastbound traffic only, a third trafiic controlling device normally serving to govern westbound .traflic only', each of said devices being individually capable of giving aboard a train all the indications desired in the system dependingon the electrical condition of the device, and means operating automatically when an eastbound train approaches said third device to cause such third device to give the same indication aboard the train as that given by the first eastbound device encountered by the train, thereby preventing said third or westbound device from interfering with eastbound traflic.

12. In combination, a plurality of successive traffic controlling devices each normally serving to govern eastbound traflic only, a plurality of successive trafiic controlling devices staggered with relation to the eastbound devices and each normally serving to govern westbound traific only, each of said devices being individually capable of giving aboard a train all the indications desired in the system depending on the electrical condition of the device, and means operating automatically when a train moving in either direction approaches an opposing device to cause such device to give the same indication aboard the train as was given by the last-encountered device corresponding to the direction in which the train is moving, thereby preventing the devices governing traffic in eitherdirection from interfering with traflic in the other direction.

In testimony whereof I aflix my signature in presence of two Witnesses.

RONALD A. MoCANN.

Witnesses:

WALTER P. NEUBERT, A- L. VENoILL. 

